|Publication number||US8215586 B2|
|Application number||US 12/384,703|
|Publication date||Jul 10, 2012|
|Filing date||Apr 8, 2009|
|Priority date||Apr 8, 2009|
|Also published as||US20100258677|
|Publication number||12384703, 384703, US 8215586 B2, US 8215586B2, US-B2-8215586, US8215586 B2, US8215586B2|
|Inventors||John O'Donnell, Frank Brown, Andreas Luethi|
|Original Assignee||Air Cruisers Company|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (16), Referenced by (3), Classifications (7), Legal Events (2)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This invention relates to evacuation equipment and more particularly, although not necessarily, to extendable slides for use in evacuating aircraft.
Inflatable slides for evacuating, in particular, commercial fixed-wing aircraft are well known. Such slides typically are stowed on-board aircraft in uninflated states and mounted on, in, or near exit doors. When the doors are opened in particular manners (as in emergency situations), the slides are designed to inflate automatically for use by passengers and crew in exiting the craft. The slides are especially useful when a passenger cabin is substantially higher than the ground or other surface on which the aircraft rests, as otherwise passengers might be required, at their peril, to jump from the cabin (or wings) of the aircraft to the resting surface.
Descent speed of persons using an evacuation slide is, at least in part, a function of the angle (α) formed between the slide and the resting surface. Shallow angles may slow descent speeds below desired minimums, resulting in unacceptably-long evacuation times. Steep angles too may be unacceptable, either increasing descent speeds above desired maximums (thus increasing possibility of injuries to persons using the slides) or causing persons to refuse to use the slides entirely.
Static measurements may be made to assist designers in determining suitable lengths of inflated slides. For example, for an aircraft at rest on the ground with its landing gear deployed, the vertical distance between the ground and an exit door may readily be measured. By selecting a particular value for angle α, the designer readily may calculate, for this static case, the minimum slide length necessary for the slide to contact the ground.
Unfortunately, however, need to use an aircraft evacuation slide may arise in situations other than as described above. Failure of landing gear either to deploy or to support an aircraft could, for example, change the attitude of the aircraft such that one or more exit doors are higher (or lower) than in the static case. Similarly, if the resting surface of the aircraft is not uniformly horizontal, vertical heights of exit doors above the resting surface may differ from their norms. Yet additionally rupture and, for example, roll of the fuselage could increase beyond normal the height of some doors above even a level resting surface. As a consequence, a slide whose length has been selected based on static conditions may be of inadequate length when deployed for actual use.
U.S. Pat. No. 6,814,183 to Horvath, et al. seeks to resolve this issue by providing an extendable evacuation slide “deployable in either a foreshortened or lengthened configuration.” See Horvath, Abstract, 11. 2-3. Deployment configuration is determined automatically, so that it “does not rely on manual actuation or physical measurement of the distance to the ground.” See id., col. 2, 11. 28-29. Instead, an “electronic sensor such as an inclinometer” informs a control circuit as to “whether the aircraft is in a horizontal attitude, a nose down attitude or some other attitude.” See id., 11. 48-49; col. 5, 11. 6-8. Should the control circuit indicate the slide should be extended, a pyrotechnic cable cutter may be used to release the extendable portion of the slide. See id., Abstract, 11. 7-10.
Deployment state of the system of the Horvath patent is determined upon initial deployment. Stated differently, only one deployment decision is made based on information from the inclinometer: Either only the main section of the slide is inflated or both the main and extendable portions are inflated together. Consequently, if the signal from the inclinometer is erroneous (either electrically or practically), the extendable portion may inflate undesirably with no opportunity for correction.
For example, some evacuations follow collapse of the main (rearward) landing gear of aircraft, which event may lead to a phenomenon known as “tail tipping.” Such a tail tip subsequent to the inclinometer sensing aircraft attitude could adversely impact operation of the automatic system of the Horvath patent toward the rear of the aircraft. If the control circuit determines that both the main and extendable portions of the slide at a rear door should be inflated, they will do so together. However, any subsequent tipping of the aircraft tail could render the slide length too long for satisfactory use by passengers—i.e. the increased length would make angle α less than desired—with no way to prevent inflation of the extendable portion or automatically deflate it. By contrast, if only the main portions of slides at the forward doors are inflated based on the inclinometer readings, the subsequent tail tip may render them too short for use (i.e. angle α would be greater than desired) with no opportunity for extension.
Because the main and extendable portions of the slide of the Horvath patent are configured to be inflated together when signaled, no bulkhead or other mechanical fluid-interruption device is incorporated into the tubes of the slide. Instead, the extendable portion of the slide is laced into a pouch positioned at an end of the main portion, with the pyrotechnic cable cutter severing the lacings if extension is signaled to occur. As the lacings are external to the slide, however, they conceivably could be severed unintentionally (and undesirably) by sharp debris or heat. Need thus exists for extendable evacuation slides in which inflation of extendable portions occurs separately from inflation of the main portions and which are configured both to limit possibility of simultaneous inflation of the portions and to reduce possibility of the slides extending when not desired.
Systems of the present invention meet this need. Unlike slides of the Horvath patent, those of the present invention permit extendable portions to be inflated separately from main portions. Further, inflation of the extendable portions may occur following manual actuation. As a consequence, aircraft attitude changes subsequent to inflation of the main portion of a slide would not necessarily defeat its use, as a crew member (or passenger) may either thereafter cause inflation of the extendable portion or take no manual action, so that only the main portion inflates, as appropriate.
Although the extendable portions of the slide may be inflated separately from the main portions, they nevertheless may be integrally formed. Such integral formation may result in seamless tube structure of greater beam strength and reduced weight compared with alternative designs. Bulkheads may be positioned within the tubes between the main and extendable portions to block fluid flow from one to the other. Avoiding seams in the slide surfaces may allow users to retain their speeds of descent while transitioning from the main to the extendable portions.
An additional aspect of the present invention may include utilizing separate inflation systems for the main and extendable portions of the slides, with distinct fluid reservoirs, hoses, and aspirators being assigned to each. A quick release system for the extendable portion may facilitate stowage and restraint of that portion when unneeded. Lacings or snaps may, if desired, form part of the quick release system. Also, the floor of the extendable portion itself may be made of material selected so that no separate protective cover is needed.
It thus is an optional, non-exclusive object of the present invention to provide extendable evacuation slides principally, although not exclusively, for aircraft.
It is another optional, non-exclusive object of the present invention to provide evacuation slides having separately inflatable main and extendable portions.
It is also an optional, non-exclusive object of the present invention to provide evacuation slides in which inflation of an extendable portion may be actuated manually.
It is a further optional, non-exclusive object of the present invention to provide evacuation slides in main and extendable portions that may be integrally formed.
It is, moreover, an optional, non-exclusive object of the present invention to provide evacuation slides in which internal bulkheads prevent fluid flow between the main and extendable portions.
It is an additional optional, non-exclusive object of the present invention to provide evacuation slides in which a quick release system may be used for the extendable portion.
Other objects, features, and advantages of the present invention will be apparent to those skilled in the appropriate fields with reference to the remaining text and the drawings of this application.
Head end 18 of slide 14 typically is secured to the aircraft or other structure from which it depends. A girt may be used to effect this securing, although other attachment means conceivably could be used instead. Generally, though, for use in connection with an aircraft, slide 14 is positioned so that head end 18 is connected at or adjacent an exit of the aircraft (e.g. a door or, possibly, a window).
Slide 14 may include a main portion 20 comprising at least two inflatable upper tubes 22 and 26. The upper tubes 22 and 26, when inflated, are generally parallel and may extend from head end 18 to foot end 30. One or more inflatable transverse tubes 34 may be placed between upper tubes 22 and 26, both to space the tubes 22 and 26 and to provide greater torsional stability to slide 14 when deployed. Included among these transverse tubes is one (labelled 34A) positioned near foot end 30 of tubes 22 and 26. Panels also may extend between upper tubes 22 and 26 to provide sliding surfaces for persons utilizing slide 14.
Lower tubes, such as tubes 40 and 42, may (when inflated) help support upper tubes 22 and 26 of slide 14. Lower tubes 40 and 42 preferably extend parallel to upper tubes 22 and 26 and are inflated together with the upper tubes 22 and 26. Lower tubes 40 and 42 also may be spaced by one or more transverse tubes 46, of which several are shown in
As illustrated in
Main portion 120 of slide 114 preferably comprises at least two inflatable upper tubes 122 and 126 extending from head end 118 to foot end 130. When inflated, at least portions of tubes 122 and 126 are generally parallel (as depicted in
Main portion 120 may also include one or more (and preferably two or more) lower tubes 140 and 142. Lower tubes 140 and 142 may help support upper tubes 122 and 126 and preferably extend generally parallel thereto. Likewise, lower tubes 140 and 142 preferably are inflated together with the upper tubes 122 and 126. One or more transverse tubes 146 may connect (and thereby space) lower tubes 140 and 142.
Extension portion 137 additionally may define or comprise distal end 154, extended foot end 166, and one or more transverse tubes 162 connecting upper extension portions 148 and 150. As illustrated especially in
Unlike lower extension tubes 38 and 39 of
Upper extension portions 148 and 150 preferably are (but need not necessarily be) integral continuations of respective upper tubes 122 and 126. Again, though, upper extension portions 148 and 150 preferably are inflated separately from upper tubes 122 and 126. They preferably are, however, inflated together with all other inflatable components of extension portion 137. If upper extension portions 148 and 150 are continuations of but inflated separately from upper tubes 122 and 126, bulkheads (such as generally gas-impervious bulkhead 52 of
Either or both of transverse tubes 134A and 162A beneficially may be of reduced height as compared to one or more of the other tubes 134 and 162. This height reduction reduces the possibility of tubes 134A and 162A disrupting progress of persons as they slide onto extension portion 137 of slide 114. By contrast, any panel extending across upper extension portions 148 and 150 adjacent extended foot end 166 may include a urethane coating or other friction-increasing agent so as to decelerate sliding passengers approaching extended foot end 166.
Attachment of second end 178 to panels 121 preferably is not permanent—i.e. second end 178 may be removed from panels 121 upon application of suitable force. As a consequence, as extension portion 137 inflates, second end 178 detaches from panels 121 to allow slide 114 to expand to its extended state. Because first end 174 remains attached to understructure of main portion 120, following detachment second end 178 may dangle below slide 114 (see
The foregoing is provided for purposes of illustrating, explaining, and describing embodiments of the present invention. Modifications and adaptations to these embodiments will be apparent to those skilled in the art and may be made without departing from the scope or spirit of the invention. For example, although various elongated structures are referred to herein as “tubes,” they need not necessarily have circular transverse cross-section. Additionally, the contents of the Horvath patent are incorporated herein in their entirety by this reference.
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|Citing Patent||Filing date||Publication date||Applicant||Title|
|US8708101||Feb 4, 2013||Apr 29, 2014||David Patrick Bambrick||Life saving device for the home|
|US8973706||Apr 15, 2014||Mar 10, 2015||David Patrick Bambrick||Life saving device for the home|
|US9056210||Apr 2, 2013||Jun 16, 2015||Blair White||Public building and school evacuation system|
|U.S. Classification||244/137.2, 244/905, 182/48|
|Cooperative Classification||Y10S244/905, B64D25/14|
|May 29, 2009||AS||Assignment|
Owner name: AIR CRUISERS COMPANY, NEW JERSEY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:O DONNELL, JOHN, MR.;BROWN, FRANK, MR.;LUETHI, ANDREAS, MR.;REEL/FRAME:022752/0906
Effective date: 20090518
|Dec 23, 2015||FPAY||Fee payment|
Year of fee payment: 4